Fire-escape



(No Model.) 2 Sheets-Sheet 1,

S. G. LEYSON.

FIRE ESCAPE.

Patented Mar. 20, 1894.

(No Model.) 2 Sheets-Sheet 2.

S. G. LEYSON.

FIRE ESGAPE.

Patented Mar. 20, 1894.

q i bweom UNTTE STATES SAOKVILLE G. LEYSON, OF SYRACUSE, NEW YORK.

Fl RE- ESCAPE.

SPECIFIGATiON forming part of Letters Patent No. 516,893, dated March 20, 1894.

Application filed May 13, 1893. semi No. 474,160. on model.)

To all whom it may concern:

Be it known that I, SAGKVILLE G. LEYSON, a subject of the Queen of Great Britain, residing at Syracuse, in the county of Onondaga and State of New York, have invented certain new and useful Improvements in Fire-Escapes; and I do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same, reference being had to the accompanying drawings, in which- Figure 1 embodies both a front elevation and an end elevation of my fire-escape mechanism as erected and applied in operative position to a building of several stories, one mechanism represented as at the front of the building and the duplicate one at a side thereof. Fig. 2 is an enlarged detail inside elevation of one of the suspension-brackets appertaining to my fire escape construction; Fig. 3 an enlarged end-view of the upper carriage or drum-carrier as detached from its position on the track-rails supported by the brackets; Fig. 4 an enlarged front side and longitudinally broken away elevation of the upper carriage or drum-carrier as mounted upon the track-rails upheld by the suspension-brack-i ets; Fig. 5 a front-side elevation (enlarged) of the lower carriage or trolley located diametrically beneath the overhead drum-carrier, upon track rails supported by the ground or pavement at the base of a building or other. suitable lower support; Fig. 6 a cross-section through the upper carriage or drum-carrier taken upon dotted line to, w, Fig. 4, and looking toward a secured suspension bracket; Fig. 7 an end view (enlarged) of the lower carriage or trolley located lineally underneath the upper carriage; Fig. 8, an enlarged side elevation of one of the duplicate verticallytraveling passengercarriers or cars appertaining to my apparatus; Fig. 9 a vertical transverse section thereof; and Fig. 10 an enlarged plan of the mechanism with which the lower carriage or trolley (indicated by dotted outline) is provided for causing requisite conjoint travel of the upper and lower carriages and operating the brake on upper carriage or drum carrier.

Similar letters and figures of reference indicate corresponding parts throughout the several views of the drawings.

My invention directly relates to that species of devicesintended forthe saving of lives from burning buildings, and which, embodying varied forms of appliances and apparatus, is broadly included under the designation of fire-escapes.

The object of my invention is the production of a fire-escape appliance for buildings which is permanently connected to an outer wall or walls thereof; having passenger-carriers that may readily be brought into juxtaposition with any-desired vertically parallel double rows of windows or openings of the building; that is practically indestructible from the efiect-s of flame or heat; which is adaptable for ready and expeditious manipulation by firemen or other parties upon the ground or sidewalk at the base of the edifice; which may, when requisite be sufficiently manipulated by the occupant or occupants of various rooms through the windows thereof; a device that insures travel of the passengercarriers at speed desired; and furthermore in varied and important details of construction of the device, and the combination and cooperation thereof insuring reliable, effective and satisfactory working of the device for the purposes designed.

My invention consists in the novel features of construction, combination and co-operation of parts, and operation and adaptability, as hereinafter described and specifically enumerated in the annexed claims.

The construction of my improved fire escape is as follows:A denotes suspension brackets projecting at substantially regular intervals from the dead wall located between the tops of theupper windows and the cornice of a building, which brackets preferably disposed in vertical line with the center of the spaces between the perpendicular rows of windows, are rearwardly securely let into the brick, stone or ironwork of the dead wall of the building front, as at a, and also thoroughly anchored against downward strain thereon by means of brace-bars or rods 1) at tached to the upper part of the plate like brackets and upwardly firmly seated in .the masonry or other work of the dead wall.

From the lower edge of the respective suspension-brackets there opens up an arch shaped or semi-circular opening 1 of some considerable size and leaning at either side thereof the boundary portions 0, c, of the bracket plate, the rearward portion 0 as well as the outward portion 0 being out and away from the external face of the wall of the building. The upward part of the suspension-brackets is provided with suitable perforations 2 for the lightening of the metallic plate as well as insuring less obstruction of the suspension bracket to the force of the wind when striking it sidewise. At the lower part of the portions 0, c, of the respective brackets A are vertically-elongated openings 3, 3, connecting with the large arch-shaped opening 1 by horizontal slot-ways 4, 4 located midway the vertical length of aforementioned side openings 3 3. Parallel with the front (or side) of the building and transversely the direction of projection of the several brackets A, are companion track-rails d, d, extending the length of the building or lesser distance, and upheld in place by the supports A by reason of the fact that said continuous rails pass through the openings 3, 3, resting upon the rounded bottom edges thereof, which rails located at either side of the central opening 1, are of U-shape in cross-section, and, where abutting the brackets firmly secured thereto by machine-screws or other common means of attachment.

B indicates a drum-carrier or upper carriage, open throughout the major portion of its bottom, its sheet iron casing 5 forming its top and sides being of semicircular contour transversely, thereby corresponding to the curvature of the boundary edge of the opening 1 in the several brackets A, and of such slightly smaller area transversely as to enable it to freely pass through the opening 1 of the brackets when traveling on the rails d, d forming the trackway for the drum'carrier or upper carriage.

e are boxes or bearings, four or more in number, upon the bottom edges of the drum carrier frame, wherein are journaled axles O that rotate therein, the ends of the axles being squared and fitting into square bearings of the wheels or rollers D, resting upon the respective track-rails, and rounded at their circumferential edges to con form to the transversely U shaped railsin the trough whereof they travel when the drum-carrier moves on its track-way. Obviously, the axles passing through the slots extending from the center opening to the side track openings, and the wheels being of such diameter as to pass freely through the vertically elongated openings afore-stated, perfect freedom of travel of the drum carrier along the track rails, and through (or underneath) the supporting brackets A is fully insured, no obstruction to its travel being possible thereby.

My purpose in having the rails of trough shape is to obviate anylikelihood of the wheels becoming displaced therefrom; while, moreover the brackets A being disposed relatively close to each other, and the drum carrier to some extent always penetrating one or two of them, whenever it is moving or standing, they tend to act as auxiliary guards against precipitation of the drum-carrier in the improbable event of the accidental displacement of one or more of its carrying wheels from the rails.

E is the drum whereto are secured and wound upon two wire carrier-ropesfif, leading and connected to the companion passenger-carriers or cars F, F, which travel vertically up and down the front of the building. Said drum E is journaled at its pivot ends 9, in hearings in the end walls g g of the drumcarrier. The rope-receiving portion of the drum has end flanges h, h, and midway its length has a larger central flange h, upon whose periphery there bears, as desired, a spring-steel brake-arm G, of semi-circular curvature, attached at its rear end to the back side of the drum carriage and passing semi-around the flange aforestated projects downward a brief distance, at which point a wire brake-line or rope t', is secured, said rope extending downward and connected and operated below as shortly to be described; the co-action of the spring brake-arm G and the partially encircled flange h forming a friction brake. The wire-ropes upon the drum of the drum carrier, respectively disposed at opposite sides of the central flange h thereof, are so arranged thereon that when one rope winds around said drum the companion rope unwinds. Consequently the duplicate vertically-movable passenger-carriers F, F of corresponding weight when devoid of an occupant or occupants, and secured respectively to the lower end of a carrier-rope f by secure attachment of the rope-end to a carrier-ring 6 secured centrally at the top of the passenger carrier, insures when stationary, if rightly adjusted the disposition of one of the-carriers F at the top-portion of a building and its coinpanion at a point contiguous the base of the edifice, and such preferably being their nor mal positions when not in operation it is apparent that when operating in case of confiagration in the building one will be traveling downward, while the other carrier is moving upward, incidental to the action of the rotating drum E and other mechanism hereinafter clearly described.

The passenger-carriers, as is observable, are so located in relation to each other as to admit of sufficient room for the free passage of one past the other in the simultaneous ascent and descent thereof. Moreover, they are so located in reference to each other and the windows of a building that their travel embraces at a time two vertically parallel rows of windows, one of the carriers ascending outside an upright row of windows, while its companion is descendingtl1e degree of perpendicular travel of one being regulated IIO by the amount of travel of the other. Preferably the duplicate passenger-carriers F, F are of rectangular shape formed of sheetmetal, covered when wished with asbestus or other non conductor of heat, each carrier being of a capacity to contain within it, several persons in an upright position. The walls j thereof are provided at their outer meeting angles or corners with vertical guide-tubes 7, secured thereto, and extending practically the height of the carrier-body, the ends of said tubes being flaring or of bell-mouth contour, through which tubes ropes, hereinafter specified, have free passage.

8 are air-ventilators or openings at one or more sides of the carrier adjacent its top, and having exteriorly an upwardly standing elbow portion,which openings permit of the access of air into the chamber of the carrier when otherwise tightly closed. At 9 I indicate window openings closed by a pane of mica or like substance formed in one or more sides of the passenger-carrier body, through which light is admitted and serving also as observation ports. That side of the companion carriers which faces the building is provided with a doorway 10 of suitable size, closed by a bridge-door 11, which door, having side pieces is pivoted at its bottom to the carrier structure and upwardly provided with a chain connection 12 leading from it to the interior portion of the carrier. When the door is closed the chain is all inside the carrier chamber, and when the door is dropped pivotally downward, the chain limits its dropping below a horizontal plane. 13 is an L-shaped door handle pivotally connected to the door adjacent its lower part. Said handle being pivoted as shown it normally projects horizontally, while in the event of its striking a projection of the building or other obstruction may swing upwardly, resuming its correct altitude upon its passage of the interfering object. Thepurpose of aforesaid handle is to enable a person at a window of a building before which stands a passenger carrier, to, by bending forward with outstretched arm, readily grasp said handleand pull pivotally downward the bridge door'causing its outer edge to rest on the window-sill and thus affording safe passage for the party from his room into the carriers interior, and then closing, by the chain, said bridge door behindhim.

upon the ground or on supports a few feet above the ground is immaterial, the action and results being practically the same. The

trolley H corresponds in length to that of the overhead drum-carrier-at any rate of such dimensions both longitudinally and transversely as to afford requisite room and support for the passenger-carriers F, F, alternately resting thereon. The frame-work of the trolley is of quite heavy iron to insure its retention on the trac'k,.no matter how great an upward strain or pull it may be subjected to.

I are buffers of rubber or other elastic substance disposed on the top surface of the trolley carriage at suitable points, upon which the passenger carriers descend and rest; the elasticity of said buffers insuring easy contact of the carriers with the trolley when completing a descent, and thus jar or concussion to the occupants of the landing carriers prevented, no matter how rapid the descent.

m denote wire guide=ropes for the companion passenger-carriers F F suitably secured at their upper ends to the drum-carrier structure B at such locations as to cause the vertically disposed ropes to stand substantially in line with the four corners of the respective passenger-carriers, which guide ropes, eight in number as herein arranged, are tautly secured at their lower ends to loop-nuts 15 working on threaded bolts 15 firmly erected in the metallic body of the trolley H at points vertically lineal with the overhead fastenings of the ropes, said tautly drawn ropes obviously standing substantially perpendicular at all times. In case of slack thereof the proper turning of the loop-nuts on the bolts 15 will readily make them taut. These guide-ropes (preferably four to a car), pass freely through the guide tubes 7 of the passenger-carriers as illustrated in Fig. 8, whereby in the passage of the taut ropes through the tubes incidental to the ascent or descent of the carriers the ropes are stiffened and swaying of the carriers prevented, while the bell-mouth ends of the tubes obviate frictional wear of the ropes.

The trolley or lower carriage H is provided centrally its length with a bevel gear 16 having a transverse horizontal shaft 17 whereon is a loose collar or spool 18 provided with a slot at to receive the lug 7n integral with the shaft aforementioned when the shaft is drawn outward, thus forming a clutch connection. Said shaft at its outer end is provided with a crank 0. By means of this crank the shaft 17 may be turned, and it may also be given an endwise movement in its bearings to permit the lug n to engage the slot n, so as to communicate a rotary motion to the spool. Moreover contiguous its crank orhandle end it is so pivoted, as at p, by a connection with the frame of the trolley as to admit of the lateral swinging of said shaft as required.

18 denotes a bevel gear adapted to mesh when desired with the gear 16, and 18" is a similar bevel gear opposite to the gear 18' and also adapted to mesh with the main gear 16 on the shaft 17 when desired. Both the end gears 18', 18", facing each other centrally the trolley-carriage at the inner side thereof are secured to the inner ends of the horizontal shafts J, J, erected lengthwise parallel with the frame of the trolley, the said shafts at their outward ends provided with bevel gears 19, 19', that always mesh with the bevel gears 20, 20', rigidly secured to the inner ends of the drums or rollers K, K, journaled in bearings q g at the respective ends of the trolley structure and parallel with said ends.

The brake-line '5 leading from the spring brake-arm in the drum carrier on upper trackway is by its lower end attached to the drum or collar 18 of the trolley-carriage and adapted to wind or unwind thereon.

r, 'r, designate wire operating ropes of suitable lengths, one of them (0*) being firmly secured by an eye-bolt to an end of the drumcarrier carriage and passing over a pulley 21 journaled in a suspension-bracket located to one end of the limit of travel of the drum carrier, thence passing vertically downward to and around a pulley 22 securely connected with the ground or pavement, from whence said rope extends to and is wound around the drum or roller K, journaled at that end of the trolley or lower carriage facing said ground pulley. The companion operating rope r is attached at its upper extremity to the opposite end of the drum-carrier carriage, and from thence continuing along and passing over pulleys corresponding to those hereinbefore stated, is connected with and wound around the drum or roller K journaled at that end of the trolley or lower carriage opposite to the companion drum K before referred to.

At 8 I indicate a hand-rope of wire of small size, fastened at its upper end to a side of a passenger carrier and extending tautly downward secured at its lower end by suitable means to the trolley H; which hand rope, preferably secured by a projecting holder at a corner of the passenger carrier contiguous the building to be within reaching distance of a person at a window thereof, is adapted to be grasped by a party standing at a window located beneath the spot where the carrier may be at a standstill and pulled with slight effort down to the window where the person is desirous of entering the carrier, the fact that normally, devoid of occupants, the parallel supported carriers are exactly counter balanced by reason of theircorresponding weight,insuring but slight addition of weight or pulling or lifting strain thereon to cause vertical travel of both.

Preferably the upper rails Whereon the drum carrying carriage moves are curved upward at their ends to act as stops for limiting undue travel thereof, as indicated at 15. As an additional safe-guard the suspensionbrackets located at either limit of travel of the drum-carrier may be devoid of the central opening 1, thereby serving as an absolute barrier to the progress of the drum-carrier beyond the terminations of the upper rails.

In those instances where the absence of excessive projections of window-sills, cornices or decorated work from the front of a building permits of the disposition of the various ropes and passenger carriers exceedingly close to the wall, obviously sliding doors may be utilized to the doorways of the passenger carriers in lieu of the bridge-doors.

Although I show a certain arrangement of gears and mechanism on the trolley carriage for the manipulation of parts of my fire escape apparatus, it is clear that I may utilize other gearing of ordinary character if deemed preferable, to accomplish the same effect as the precise form and arrangement of mech-- anism shown and described as applied to the trolley or lower carriage of my device.

All the portions of my structure are, with the exception of the buffers and the window lights, and perhaps a few other minor features, constructed of cast and sheet or plate iron or steel; the passenger-carriers necessarily being mainly formed of light sheet metal to secure all possible lightness in weight thereof. Thus it is evident that my fire-escape apparatus embodies structurally a virtually fire-proof device, and not easily alfected by the heat or flames of a burning building and moreover, that by my metallic formation of the'passenger-carriers perfect immunity from effects of heat or flames is afiorded the occupant or occupants thereof in their rapid descent down alongside the face of a burning edifice-whatever tongues of flame shoot forth from lower or contiguous windows.

As is apparent my novel construction of a fire-escape insures one that is permanent and virtually fire proof, and thoroughly embodying both durability and serviceability and comparatively inexpensive (considering its great value and utility) to construct and properly erect on a building.

In the utilization of my device, one of the passenger-carriers normally lies suspended adjacent an upper window of a building, usually the highest of the window rows, while the companion carrier rests upon the trolley at the buildings base. Said carriers while not in operation may be disposed as aforedescribed in facing position with two vertically parallel rows of windows, orif preferred so moved laterally (occupying the relative altitude specified) as to stand before the pilasters of the building, and thereby bring no obstructions to the view out of any window of the building.

In case of oontlagration in the building, firemen, neighbors or passers-by invariably being called to the fire by alarms or otherwise, and there being persons at one or more of the upper windows desirous of escapeand the customary exits being cut off by flames or smoke, the procedure to be taken by the parties assembled at the foot of the building is substantially as follows: One or two persons grasping the crank upon the trolley or lower carriage it is turned, causing the trolley to move in such direction as to concurrently propel, by means of the Workmg end ropes, the drum carrier along its track to a position above such vertically parallel rows of Windows as is in part or entirely occupied by persons desirous of escape, as at whatever degree the trolley travels the drum-carrier correspondingly travels in like direction and thus at all times located on a plane vertically above that of the trolleycarriage. Moreover, as is clearly indicated by a certain manipulation of the crank the connection of its shaft is disconnected from the revolving mechanism of the winding drums, and transmitted to the brake-line, and turning of the crank back or forth operates to brake the revolution of the drum of the drum carrier to desired degree, and regulating the speed of travel of the carrying-ropes of the passenger-carriers Obviously, the passenger carriers may by the shifting of the drum-carrier be carried along so as to face all the windows of a building, affording the escape of all the inmates of the edifice. One or more persons entering one carrier for descent, and no one being in the necessarily ascending carrier, it is essential the brake should be set sufiiciently tight to prevent too rapid descent of same. Evidently, upon parties starting to enter a carrier for descent, one or more of those persons on the ground can enter the lower car, and ascend thereby to aid others.

Having described my invention, what I claim as new, and desire to secure by Letters Patent, is-

1. In a fire escape, in combination with the wall of a building, a suspension bracket secured thereto by being built into the wall, and having a tie depending from said wall obliquely to the upper portion of the bracket having a concave lower edge to permit of the passage of a carriage and having lateral recesses opening through the lower portion of said edge for the support of rails on such brackets for such carriage, the axle of the car-- riage being adapted to pass through the openings into said recesses, substantially as described.

2. In a fire escape,a drum carrier or upper carriage comprising an arched frame, bearings secured to the lower edges of said frame, running gear in the bearings, a drum extending longitudinally of said carriage having its pivot ends mounted in the ends of the carriage and ropes wound in opposite directions on the drum, substantially as described.

3. In a fire escape, a vertically traveling carriage having on one side a bridge door pivoted at its bottom, and provided with a pull handle swinging vertically therefrom, and having a stop limiting its arc of motion whereby it normally extends outwardly from the door, substantially as described.

4.. In a fire escape, the combination, with a car, of winding drums mounted at each end for drawing the car in opposite directions, a shaft and means for rotating the same, operative connections to the drums, and means for throwing said shaft into either of said operative connections, substantially" as described.

5. In a fire escape, the combination,with a car,of winding drums mounted at each end for drawing the cal-in either direction, a shaft and means for rotating the same, a spool loose on said shaft, gear connections to both of said drums, either of which may be thrown into operative connection with said shaft, and a clutch device for throwing said spool into operative connection with said shaft, substantially as described.

6. In a fire escape, in combination with a building having vertical rows of windows or similar apertures, a track overhanging a wall of said building, a carrier moving on said track, a pair of alternating elevators suspended from said carrier, and vertical guide ropes m confining the motion of said elevators each opposite to one of said vertical rows, substantially as described.

7. In a fire escape, the combination of upper and lower tracks, upper and lower carriers thereon, taut vertical ropes connecting the upper and lower carriers, and means for adjusting the tautness of said ropes, substantially as described.

8. In a fire escape, the combination of upper and lower tracks, upper and lower carriers thereon, vertical ropes tautly connecting the carriers, pulleys at the limits of motion of the carriers, a winding rope passing horizontally from said carriers to said pulleys and then between them, and means for winding said rope, substantially as described.

9. In a fire escape, the combination with upper and lower tracks, upper and lower carriers thereon, elevators moving between the carriers, a drum on the upper carrier for winding the elevator ropes, a friction band on said drum, a spool and a rope thereon for operating the friction band for controlling said drum, a shaft and a crank arm thereon for moving the carriers, and means for throwing said shaft into operative connection with said spool substantially as described.

In testimony whereof I affix my signature, in presence of two witnesses, this 26th day of January, 1893.

SAOKVILLE G. LEYSON. LL. s.]

Witnesses:

WM. 0. RAYMOND, THOMAS ONEIL.

IIO 

